U.S. patent application number 15/992883 was filed with the patent office on 2019-07-25 for wireless train management system.
This patent application is currently assigned to Arup Ventures Limited. The applicant listed for this patent is Arup Ventures Limited. Invention is credited to Kenneth Garmson.
Application Number | 20190225247 15/992883 |
Document ID | / |
Family ID | 67298514 |
Filed Date | 2019-07-25 |
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United States Patent
Application |
20190225247 |
Kind Code |
A1 |
Garmson; Kenneth |
July 25, 2019 |
Wireless Train Management System
Abstract
A train system is provided that includes a train set including
at least one railway car, at least one first set of two trackside
points located along a path of the train set, at least one second
set of two trackside points, at least one RFID tag located at each
of the trackside points configured to store dynamic and static
characteristics of the train set as it passes the at least one
first set of two trackside points, at least one RFID tag located at
each of the at least one first set of two trackside points and the
at least one second set of two trackside points, the at least one
RFID tag being configured to store characteristics of the train set
as it passes the at least one second set of the at least two track
points, and at least one RFID tag reader connected to a
network.
Inventors: |
Garmson; Kenneth; (Warren,
NJ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Arup Ventures Limited |
London |
|
GB |
|
|
Assignee: |
Arup Ventures Limited
London
GB
|
Family ID: |
67298514 |
Appl. No.: |
15/992883 |
Filed: |
May 30, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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15878157 |
Jan 23, 2018 |
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15992883 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 25/048 20130101;
B61L 27/0077 20130101; B61L 3/125 20130101; B61L 27/0066 20130101;
B61L 3/006 20130101; B61L 3/008 20130101; B61L 23/08 20130101; B61L
15/0027 20130101; B61L 25/04 20130101; B61L 25/023 20130101; B61L
15/0072 20130101; B61L 25/045 20130101; B61L 27/0005 20130101; B61L
25/025 20130101; B61L 2027/005 20130101 |
International
Class: |
B61L 15/00 20060101
B61L015/00; B61L 25/02 20060101 B61L025/02; B61L 25/04 20060101
B61L025/04 |
Claims
1. A train control system comprising: a train set including at
least one railway car; at least one first set of two trackside
points located along a path of the train set; at least one second
set of two trackside points located along a track switch section;
at least one RFID tag located at each of the at least first set of
two trackside points configured to store dynamic and static
characteristics of the train set as it passes the at least one
first set of two trackside points; at least one RFID tag located at
each of the at least one first set of two trackside points and the
at least one second set of two trackside points, the at least one
RFID tag being configured to store dynamic and static
characteristics of the train set as it passes the at least one
second set of the at least two track points; and at least one RFID
tag reader located on the at least one railway car connected to a
network.
2. The train control system of claim 1, wherein the at least one
RFID tag farther comprises a type 1 RFID tag or a type 2 RFID
tag.
3. The train control system of claim 2, wherein the at least one
type 2 RFID tag is connected to a second type 2 RFID tag by an
RS485 or serial data transmission cable, wherein the type 2 RFID
tag includes an I2C to RS485 converter connected to an RFID chip
connected by I2C BUS connection, connected by a parallel connection
to a tag antenna.
4. The train control system of claim 1, wherein the at least one
RFID tag reader comprises an RF transparent enclosure containing
inside at least a pair of reader antennas wired to a chip reader,
connected to at least one leading railway car or at least one
trailing railway car by a wire.
5. The train control system of claim 2, wherein the type 1 RFID tag
and the RFID tag reader have a separation between approximately 7
inches and 40 inches.
6. The train control system of claim 1, wherein the RFID tag reader
is located on an underside of a leading railway car or an underside
of a trailing railway car.
7. The train control system of claim 2, wherein the at least one
train type 1 RFID tag comprises multiple type 1 RFID tags spaced
apart by less than approximately 30 feet from each other.
8. The train control system of claim 1, wherein a network database
on a leading railway car is connected to a network database on the
trailing railway car by a Bluetooth or a Wi-Fi connection.
9. The train control system of claim 1, wherein the net work of the
leading railway car further comprises a radar.
10. The train control system claim 1, wherein a network of a
leading railway car or a network of a trailing railway car is
connected to a wireless communication network comprising an
Ultra-Wide Band, LWIP, LWA, WLAN, ADSL, Cable, or LTE network at
locations where the trackside points are at an open track, and a
Wi-Fi network at locations wherein the trackside points are at an
enclosed track.
11. The system of claim 1, further comprising at least one trailing
railway car.
12. A method of controlling a train system comprising the steps of:
a first train car of a first train set communicating to a first car
of a second train set via a centralized data network route control
center, the communication including a track database, a schedule
database, and a route database; and the first train car of the
first train set communicating to the first car of the second train
set via a communication system, the communication system including:
at least a first set of two trackside points located along a path
of the first train set; at least a second set of two trackside
points located along a track switch; at least one first RFID tag
located at each of the at least one first set of two trackside
points and at least one second set of trackside points, wherein the
at least one first RFID tag is configured to store dynamic and
static characteristics of the first train set as it passes the at
least one first set of two track side points; at least one second
RFID tag located at each of the at least one first set of two
trackside points and at least one second set of trackside points,
wherein the at least one second RFID tag configured to store
dynamic and static characteristics of the train set as it passes
the at least one second set of two track points; and at least one
RFID tag reader located on the first train set and at least one
RFID tag reader located on the second train set.
13. The method of claim 12, wherein the first train car of the
first train set communicates, to the first car of the second train
set via the communication system, a speed, a location, and a
headway of the first train.
14. The method of claim 12, wherein the RFID tag further comprises
a type 1 RFID tag or type 2 RFID tag.
15. The method of claim 12, wherein the communication system
comprises a backup or a fail-safe system.
16. The method of claim 14, wherein the type 1 RFID tag or the type
2 RFID tag of the backup system stores a speed, a brake status, a
train ID, a switch status, a time stamp, and a schedule of a latest
train to pass the type 1 RFID tag or the type 2 RFID tag.
17. The method of claim 14, further comprising: rewriting the
speed, the brake status, the train ID, the switch status, the time
stamp, and the schedule of a latest train to pass the type 1 RFID
tag or the type 2 RFID tag, with a next train to pass the type 1
RFID tag or the type 2 RFID tag.
18. The method of claim 12, wherein a speed of a train is adjusted
by a backup communication system based on a rail visual distance
and time of passing of a preceding train.
19. The method of claim 12, wherein the type 1 RFID tag and the
type 2 RFID tag have unique identifiers.
20. The method of claim 17, wherein the rewriting step is completed
within between approximately 10 milliseconds and approximately 30
milliseconds.
21. The method of claim 12, wherein the type 1 RFID tag and the
type 2 RFID tag include volatile memory.
Description
CLAIM OF PRIORITY
[0001] This application is a Continuation of non-provisional U.S.
patent application Ser. No. 15/878,157 filed Jan. 23, 2018, the
contents of which are incorporated herein by reference in their
entirety.
FIELD OF THE EMBODIMENTS
[0002] The field of the present invention and its embodiments
relate to a system and method of managing train positions,
distances, speeds, and locations within a train system.
BACKGROUND OF THE EMBODIMENTS
[0003] Communication Based Train Control (CBTCs) systems have been
evolving throughout the years, implementing new versions of
technology as they are released and although the CBTC components
upgrade overtime, the core system architecture still remains the
same as it's fruition in the late 1980's.
[0004] Advances in data storage and processing now enable far
greater digital applications to occur in much smaller footprint and
at a fraction of the cost. Along with hardware advances and
widespread availability, the adjoining software development has
become a much more common skill and is approaching the same
commonality as reading and writing skills. With these technological
and social advances, an opportunity is presented to redefine the
typical CBTC system architecture to elevate train control solutions
and make the system relatable to today's world. Train Control
processing now has the ability to move from a large centralized
control facility into each train, creating autonomy on the rail,
presenting tremendous opportunity for optimization in
functionality, operation, maintenance, installation, cost, and so
much more.
[0005] With many of the industrialized nations and cities around
the world having to come to grips with their aging public
transportations systems a need and an opportunity arose for a
modern approach to overseeing these systems. In recent years,
multiple disclosures have attempted to fix various aspects of
existing systems. Various systems and methodologies are known in
the art. However, their structure and means of operation are
substantially different from the present disclosure.
REVIEW OF RELATED TECHNOLOGY
[0006] U.S. Pat. No. 9,669,850 pertains to a method and system for
monitoring rail operations and transport of commodities via rail, a
monitoring device including a radio receiver is positioned to
monitor a rail line and/or trains of interest. The monitoring
device including a radio receiver (or LIDAR) configured to receive
radio signals from trains, tracks, or trackside locations in range
of the monitoring device. The monitoring device receives radio
signals, which are demodulated into a data stream. However, this
disclosure requires memory storage of the trains' activities at a
central location instead of on the RFID tags.
[0007] U.S. Pub. 2017/0043797 pertains to Methods and systems that
utilize radio frequency identification (RFID) tags mounted at
trackside points of interest (POI) together with an RFID tag reader
mounted on an end of train (EOT) car. The RFID tag reader and the
RFID tags work together to provide information that can be used in
a number of ways including, but not limited to, determining train
integrity, determining a geographical location of the EOT car, and
determine that the EOT car has cleared the trackside POI along the
track. This publication discloses storing memory on the RFID tags
but does not disclose having the memory be volatile.
[0008] U.S. Pat. No. 9,711,046 pertains to a control system
presenting a configurable virtual representation of at least a
portion of a train and associated train assets, including a
real-time location, configuration, and operational status of the
train and associated train assets traveling along a railway. The
control system may include a train position determining system,
(such as RFID) and a train configuration determining system.
[0009] The train control system disclosed herein establishes a
virtual train-to-train communication path, coupled with the
on-board processing enabling the trains to operate autonomously and
in complete synchronization with all other trains on the line,
reducing communication overheads and processing delays inherent in
traditional CBTC systems. The open source of software and hardware
enable existing train systems to have multiple vendors for the
supply chain thereby promoting competitive pricing, and
installation flexibility.
SUMMARY OF THE EMBODIMENTS
[0010] In general, the present invention and its embodiments
describe a system and method of managing train positions,
distances, speeds, and locations within a train system. The present
system may be implemented onto any existing train system.
[0011] According to an embodiment, a train control system is
provided. The system includes a train set including at least one
railway car, at least one first set of two trackside points located
along a path of the train set, at least one second set of two
trackside points located along a track switch section, at least one
RFID tag located at each of the at least first set of two trackside
points configured to store dynamic and static characteristics of
the train set as it passes the at least one first set of two
trackside points, at least one RFID tag located at each of the at
least one first set of two trackside points and the at least one
second set of two trackside points, the at least one RFID tag being
configured to store dynamic and static characteristics of the train
set as it passes the at least one second set of the at least two
track points, and at least one RFID tag reader located on the at
least one railway car connected to a network.
[0012] It is an object of the present invention to provide the
train control system, wherein the at least one RFID tag further
comprises a type 1 RFID tag or a type 2 RFID tag.
[0013] It is an object of the present invention to provide the
train control system, wherein the at least one type 2 RFID tag is
connected to a second type 2 RFID tag by an RS485 or serial data
transmission cable, wherein the type 2 RFID tag includes an I2C to
RS485 converter connected to an RFID chip connected by I2C BUS
connection, connected by a parallel connection to a tag
antenna.
[0014] It is an object of the present invention to provide the
train control system, wherein the at least one RFID tag reader
comprises an RF transparent enclosure containing inside at least a
pair of reader antennas wired to a chip reader, connected to at
least one leading railway car or at least one trailing railway car
by a wire.
[0015] It is an object of the present invention to provide the
train control system, wherein the type 1 RFID tag and the RFID tag
reader have a separation between approximately 7 inches and 40
inches.
[0016] It is an object of the present invention to provide the
train control system, wherein the RFID tag reader is located on an
underside of a leading railway car or an underside of a trailing
railway car.
[0017] It is an object of the present invention to provide the
train control system, wherein the at least one train type 1 RFID
tag comprises multiple type 1 RFID tags spaced apart by less than
approximately 30 feet from each other.
[0018] It is an object of the present invention to provide the
train control system, wherein a network database on a leading
railway car is connected to a network database on the trailing
railway car by a Bluetooth or a Wi-Fi connection.
[0019] It is an object of the present invention to provide the
train control system, wherein the network of the leading railway
car further comprises a radar.
[0020] It is an object of the present invention to provide the
train control system, wherein a network of a leading railway car or
a network of a trailing railway car is connected to a wireless
communication network comprising an Ultra-Wide Band, LWIP, LWA,
WLAN, ADSL, Cable, or LTE network at locations where the trackside
points are at an open track, and a Wi-Fi network at locations
wherein the trackside points are at an enclosed track.
[0021] It is an object of the present invention to provide the
train control system, wherein the system further includes at least
one trailing railway car.
[0022] According to another aspect of the present invention, a
method of controlling a train system is provided. The method
includes a first train car of a first train set communicating to a
first car of a second train set via a centralized data network
route control center, the communication including a track database,
a schedule database, and a route database, and the first train car
of the first train set communicating to the first car of the second
train set via a communication system. The communication system
includes at least a first set of two trackside points located along
a path of the first train set, at least a second set of two
trackside points located along a track switch, at least one first
RFID tag located at each of the at least one first set of two
trackside points and at least one second set of trackside points,
wherein the at least one first RFID tag is configured to store
dynamic and static characteristics of the first train set as it
passes the at least one first set of two track side points, at
least one second RFID tag located at each of the at least one first
set of two trackside points and at least one second set of
trackside points, wherein the at least one second RFID tag
configured to store dynamic and static characteristics of the train
set as it passes the at least one second set of two track points,
and at least one RFID tag reader located on the first train set and
at least one RFID tag reader located on the second train set.
[0023] It is an object of the present invention to provide the
method of controlling the train system, wherein the first train car
of the first train set communicates, to the first car of the second
train set via the communication system, a speed, a location, and a
headway of the first train.
[0024] It is an object of the present invention to provide the
method of controlling the train system, wherein the RFID tag
further comprises a type 1 RFID tag or type 2 RFID tag.
[0025] It is an object of the present invention to provide the
method of controlling the train system, wherein the communication
system comprises a backup or a fail-safe system.
[0026] It is an object of the present invention to provide the
method of controlling the train system, wherein the type 1 RFID tag
or the type 2 RFID tag of the backup system stores a speed, a brake
status, a train ID, a switch status, a time stamp, and a schedule
of a latest train to pass the type 1 RFID tag or the type 2 RFID
tag.
[0027] It is an object of the present invention to provide the
method of controlling the train system, wherein the method further
includes rewriting the speed, the brake status, the train ID, the
switch status, the time stamp, and the schedule of a latest train
to pass the type 1 RFID tag or the type 2 RFID tag, with a next
train to pass the type 1 RFID tag or the type 2 RFID tag.
[0028] It is an object of the present invention to provide the
method of controlling the train system, wherein a speed of a train
is adjusted by a backup communication system based on a rail visual
distance and time of passing of a preceding train.
[0029] It is an object of the present invention to provide the
method of controlling the train system, wherein the type 1 RFID tag
and the type 2 RFID tag have unique identifiers.
[0030] It is an object of the present invention to provide the
method of controlling the train system, wherein the rewriting step
is completed within between approximately 10 milliseconds and
approximately 30 milliseconds.
[0031] It is an object of the present invention to provide the
method of controlling the train system, wherein the type 1 RFID tag
and the type 2 RFID tag include volatile memory.
BRIEF DESCRIPTION OF THE DRAWINGS
[0032] FIG. 1 shows the three modes of operation of system.
[0033] FIG. 2 shows an embodiment of a train set up.
[0034] FIG. 3 shows a possible set up of the system along the
tracks.
[0035] FIG. 4 shows a detail of an operational schematic of an
embodiment of the system.
[0036] FIG. 5A-5D shows another detail of an operational schematic
of an embodiment of the system.
[0037] FIG. 6A-6B shows the data flow diagram of an embodiment of
the system.
[0038] FIG. 7A-7D shows the data verification of an embodiment of
the system.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0039] The preferred embodiments of the present invention will now
be described with reference to the drawings. Identical elements in
the various figures are identified with the same reference
numerals.
[0040] Reference will now be made in detail to each embodiment of
the present invention. Such embodiments are provided by way of
explanation of the present invention, which is not intended to be
limited thereto. In fact, those of ordinary skill in the art may
appreciate upon reading the present specification and viewing the
present drawings that various modifications and variations can be
made thereto.
[0041] The present invention, hereinafter referred to as the
`Acorn` system, describes a system that has been designed to allow
train sets to operate along a railway autonomously while reducing
trackside infrastructure to a minimum. Acorn is based upon the
principles and standards noted in IEEE 1474.1: "IEEE Standard for
Communications-Based Train Control (CBTC) Performance and
Functional Requirements", but, unlike traditional systems using
trackside equipment, the equipment located on the train is used to
control the movement of trains. At the center of the Acorn design
is the placement of Acorn Tags at an interval typically 10-30 feet
but preferably at 25 feet along the track. Along straight (or
through) track areas, Type 1 Acorn Tags are placed at the typical
interval with no hardwire connections. At switch and crossing
locations, Type 2 Acorn Tags are deployed at the typical interval
with series hardwired connections simulating track circuits. These
simulated track circuits can interface with the interlocking
controller and communicate with approaching trains, allowing the
system to operate seamlessly.
[0042] Below, in systems operating at 90 mph, only one Acorn tag
and reader interface method is required to achieve a successful
read write cycle, simplifying the installation. However, if a
deployment needs to support speeds greater than 90 mph, the system
can be configured, as is, to leverage a split read write cycle to
continue achieving a successful read write cycle.
[0043] The Acorn System is an open protocol based system, allowing
software applications to be available from multiple vendors and
sources and the system being adaptable to various systems around
the world, using multiple operating systems on different platforms.
This approach, as with the supply of the Acorn Tags, does not lock
the Acorn system into a single supplier of the system. Furthermore,
this approach removes common failure modes in both software and
hardware of the system.
[0044] Referring now to FIG. 1, a method for controlling a train
system is illustratively depicted, in accordance with an embodiment
of the present invention. According to an embodiment, a first train
car of a first train set communicates to a first train car of
second train set via a centralized data network using radio
controlled communication (RCC), wherein the RCC includes a track
database, a schedule database, and a route database, with the first
train car of the first train set communicating to the first train
car of the second train set via a back-up communication system.
[0045] According to an embodiment, the system architecture used in
the present method enables several layers of communication to
transmit and receive the critical data on-board to calculate safe
headway. These layers of communication help form the three modes of
operation (labelled at 1, 2, and 3 in FIG. 1) to ensure the
continuous safe operation of trains. Mode 1 uses all layers of
technology to provide the systems minimum headway, leading Mode 1
to be the primary and thus normal mode of operation. According to
an embodiment, in Mode 1, normal operation calculates headway with
the following redundant inputs: RCC broadcasted Schedule Updates
and Train Location confirmations (a); Train to Train broadcasted
Train Location confirmations (b); Tag read Train Ahead Time and
Speed (c); Tag read Current Train Location confirmation (d); and
LIDAR enabled Rail Visual Range sensing clear distance ahead
(e).
[0046] According to an embodiment, the subsequent mode of
operation, Mode 2, is reduced and engages when RCC communication is
lost, but allows the system to continue functioning by increasing
the minimum headway. Lastly, Mode 3 shows autonomous operation that
enables total train autonomy by relying on tags and on-board
equipment information only, imposing the most restrictive
headway.
[0047] According to an embodiment, the backup communication system
includes at least a first set of two trackside points located along
a path of the first train set and at least one RFID Type 1 tag
located at each of the at least two trackside points configured to
store characteristics of the first train set as it passes the first
set at least two track side points and at least a second set of two
trackside points located along at a track switch with at least one
RFID Type 2 tag being located at each of the at least two trackside
points configured to store characteristics of the train set as it
passes the second set of the at least two track points and at least
one RFID tag reader being located on the first train set and at
least one RFID tag reader located on the second train set.
[0048] The RFID type 1 tag or the RFID type 2 tag of the back-up
system can store a speed, a brake status, a train ID, a switch
status, a time stamp, and a schedule of the latest train to pass
the RFID type 1 tag or the RFID type 2 tag. The speed, the brake
status, the train ID, the switch status, the time stamp, and the
schedule of the latest train to pass the RFID type 1 tag or the
RFID type 2 tag, that are recorded on the tags can be rewritten
with information with the next train to pass the RFID type 1 tag or
the RFID type 2 tag. The read and write step can be typically
completed within between approximately 10 milliseconds and
approximately 30 milliseconds, but optimally 20 milliseconds is
preferred for safe operation of the system.
[0049] Each train can car carry three principle databases onboard,
these being the track, schedule and route databases. The track
database contains details of the track network and makes use of the
Tag unique ID as the key for the entry record of that location. The
temporary Speed field being variable and all others fields (civil
speed, the next approaching train, the visual range, the next way
point) being fixed unless maintenance has changed a tag. The
schedule database allows the train to determine its location in
relationship with other trains in the system. All fields (Train ID,
the planned route, Planned time, and confirmed time) can be
preloaded be updated throughout the journey. The route database,
can contain the information required to navigate the track system.
This database contains information pertaining to the expected
location of the individual train in relation to time. The location
is based on Tag UIDs.
[0050] Using the current UID and the Train ID the Planned Time
field can be accessed to determine if the train is ahead or behind
of the planned schedule. For operation during Modes 2 and 3, the
planned location could be determined using the Train Ahead ID and
time. The Acorn System databases can be programmed to have in
excess of 100,000 records. On the initial startup, a search of all
the databases to locate the current Tag UID entry and schedule
location may take up to a second to locate the record. Fast
indexing will be used thereafter as records will be accessed
sequentially, hence incremental increase or decrease.
[0051] Train spacing is achieved by establishing the train location
from Tags and Inertial navigation system, to an accuracy of at
least .+-.12.5 ft. This data will be stored by the on-board network
map and broadcasted to all trains along the route. The on-board
network map also updates with train locations that it receives from
other train broadcasts. Allowing the car computers to calculate the
distance to train ahead, target speed and braking point to maintain
a safe operating distance. The Tag has data fields for Time of last
train, speed, running status. With no other received data this
enables an on board calculation to determine where the train ahead
is if it had applied its emergency brakes. As a train updates, it
will broadcast its location to all other trains along the line
every 100 ft or as determined by the trains operating speed.
[0052] To calculate the target speed and available headway for a
trainset for use in Modes 2 and 3, the onboard processors can
adhere to the following processes:
[0053] Headway--the Tag Sequence Array, preloaded from the Track
Database, can be used to calculate a distance (in number of tags
clear) to train ahead. This value can be known as the Clear Tags
value. The tag location of the train ahead can be obtained the
following methods: in Mode 1, the Location Database holds the
current location of the train ahead. The location can be confirmed
via a transmission from the train ahead and a validation has from
the Route Control Center. If the location of the Train ahead has
been received but not validated by the Route Control Center, then
Mode 2 is invoked. Using the preceding train's speed and time when
the train was at the tag, the ahead train's location can be
predicted assuming a constant speed. This estimated train ahead
location is compared to the planned location of that train with the
location database and with the reported location from the train.
The lower number of the two numbers is used to set the value in the
Clear Tags field. If the train has not received any train status
updates for more than 500 mS then Mode 3 will be invoked. In Mode
3, the train calculates the number of clear tags ahead from the tag
data received and uses the scheduled location to amend the tag
clear value as required. The Railway Visual Range will be used to
modify the maximum speed permissible. From the obtained Tag Clear
value, the train length (converted to number of tags) is
subtracted. This becomes the planned stop tag for the train. The
number of headway tags is then used to address on-board databases
to determine the maximum speed that the train can operate at if it
is to stop by the stop tag. The maximum speed derived from the
on-board databases will then compared to the Civil Speed, Temporary
Speed and choose the lowest value. The data received allows the
train to calculate the speed and brake profile of the train
ahead.
[0054] To determine the speed of the trainset, an Interrupt Request
(IRQ) can be used to start a timer sequence that will amount the
time between tag reads. The counter will be 64 bit using a 100
.mu.S interval enabling the average speed to be determined using
the known tag spacing between tags. At a speed of 10 mph, the
counter will reach an integer value of 15,957 between tag readings
at the tag spacing, as calculated by the formula below. This
counter value could be used to calculate the location of a train
between tags, based on the average speed calculated between the
previous Tags.
( velocity ) [ ft sec ] = 25 ( tag distance ) [ ft ] .times. (
integer count ) 100 [ .mu. S ] 1 , 000 , 000 1 [ sec ] ##EQU00001##
10 [ miles hour ] = 15.667 [ ft sec ] = 25 1750 10 , 000
##EQU00001.2##
[0055] For example, using the equations above, with a trainset
traveling at 10 mph, an accurate location and speed calculation
occurs every 1,596 mS, thus an accurate location and speed can be
broadcasted to the RCC and other trainsets every 1,596 mS. As the
speed of the trainset increases, the travel time decreases,
allowing for higher broadcast frequency of accurate location and
speed values. For example, at an average speed of 25 mph, location
updates will occur every 682 mS, and at 60 mph every 284 mS. These
update periods are all within IEEE standard values prescribed.
[0056] The Wide Area Network (WAN) Communications may use various
technologies and networks to provide various levels of connectivity
along different types of track areas. Ideally, communications
should exist along the entirety of the track system to support
broadcasted trainset locations as mentioned above, although
continuous WAN communication is not required to continue
operations. The broadcasted trainset locations requires only 1024
bits for data transmission and 1024 bits for confirmation
acknowledgement, and thus minimal communications is required along
the entirety of the track system.
[0057] In addition to trainset locations, the WAN Communications
will need to support schedule updates from the RCC to each train
car. Unlike trainset locations, schedule updates require reasonable
bandwidth and will need to be supported by high bandwidth networks.
Reasonable locations where high bandwidth communications should
exist are stations and switch locations, also known as
waypoints.
[0058] Within the databases, each record is less than 256 bits and,
for a single route, is based on: [0059] 12-hour maximum schedule
[0060] Inclusion of both Local and Express lines [0061] 120-mile
total route length [0062] 64 trains operation
[0063] Then the number of records to be updated is approximately
250 kB. Allowing for 16CRC, data verification, and other
communication overhead, updating a record of a single train would
be 6 Mb, and for a complete schedule update 400 Mb (50 MB). It is
noted that various embodiments of the present invention, such as
communication and data updating (FIGS. 6A-6B) and data verification
(FIGS. 7A-7D) can be presently found in one or more of the present
figures (FIGS. 1-7D).
[0064] The Acorn System software complexity is significantly less
than a typical CBTC system as the need for complex coding has been
reduced to simple linear calculations as described in the headway,
speed, and location database descriptions above. The individual
class structures are defined so that software development of an
individual class can be undertaken by different vendors as header
file allowing the class to verify independently and not a single
source supplier. SIL verification of the code within the header
file, if required will be simpler to establish compliance with
CENELEC EN 50159 standard, FRA requirements and IEEE standards.
[0065] This reduction in coding enables verification to a SIL
rating much quicker, as the lines of code are less and multiple
vendors can be engaged to provide the code.
[0066] At the switch locations, an Acorn Type 2 Tag can be
installed for a typical distance of 4,000 feet leading into the
actual switch. The Type 2 Tag will allow the interlocking/ARS to
communicate with the onboard systems providing status of switch
position and target speed for that location. If a dynamic
communication between the existing equipment and the Acorn tags is
not possible, the interface will provide track circuit emulation
using existing trackside signals or in cab signals.
[0067] Referring now to FIG. 2, a train control system is
illustratively depicted in accordance with an embodiment of the
present invention, wherein the system includes a train set having
at least one leading car and at least one trailing car, and at
least one RFID tag reader located on the at least one leading car
and the at least one trailing car connected to a network. According
to an embodiment, the RFID tag reader, located on the train (as
shown in FIG. 2), can include an RF transparent enclosure
containing inside at least a pair of reader antennas wired to a
chip reader, connected to the at least one leading car or the at
least one trailing car by a wire. According to an embodiment, the
network database on the leading car can be connected to the network
database on the trailing car by a communication backbone tying
together diverse networks, such as Bluetooth and Wi-Fi connections
and the network of the leading car and/or the rear car can
including a radar.
[0068] According to an embodiment, the network of the leading car
or the trailing car further can be connected to a wireless
communication network using an LTE network at locations where the
trackside points are at an open track, and a Wi-Fi network at
locations where the trackside points are at an enclosed track (as
shown in FIG. 4). Alternatively the communication network could use
Ultra-Wide Band (UWB) LWIP, LWA, WLAN, ADSL or Cable networks for
communications.
[0069] FIG. 3 shows at least a first set of two trackside points
located along a path of the train set to which at least one RFID
Type 1 tag (Acorn tag) can be connected and configured to store
characteristics of the train set as it passes the first set of at
least two track side points. FIG. 3 further shows a second set of
two trackside points located along a track switch and at least one
RFID Type 2 tag (Acorn tag type 2) located at each of the at least
two trackside points configured to store characteristics of the
train set as it passes the second set of the at least two track
points. According to an embodiment, the RFID type 2 tag can be
connected to a second RFID type 2 tag by an RS485 cable. The RFID
type 2 tag can include an I2C to RS485 converter connected to an
RFID chip connected by I2C BUS connection, connected by a parallel
connection to a tag antenna. According to an embodiment, the RFID
type 1 tag and the RFID tag reader have a separation between
approximately 7 inches and 40 inches, with the RFID tag reader can
be located on an underside of the leading car and the underside of
the trailing car. According to an embodiment, the RFID type 1 tags
are spaced apart between approximately 20 to approximately 30 feet
from each other, but optimally 25 feet, as seen in FIG. 3.
[0070] Referring now to FIG. 4, a detail of an operational
schematic is illustratively depicted, in accordance with an
embodiment of the present invention.
[0071] The interface at the route control center can translate the
current train schedule held by the existing system into an Acorn
database format adding the additional granularity of target times
at each location. As the trains report their locations, the
interface will emulate its positional reporting as currently used
by the RCC. The second interface to the existing system is the
automatic route setting system. If a route has been changed from
that planned, the new routes are converted to an Acorn compatible
format and transmitted to the Acorn operating trainsets. These
interfaces allow operation with existing and enabling mixed traffic
operation, which can also be shown in FIGS. 5A-5D.
[0072] As shown in FIG. 4, all train cars within the system will
include the Acorn Tag Reader mounted to the underside, Wi-Fi and
Bluetooth links between cars, Acorn processing equipment inside or
outside the cars, WAN antennas on the top of the cars, radar
collision detector on the front of driver cars, and a driver
display in driver areas.
[0073] The key benefit of the Acorn System is that its introduction
into service is by an overlay principle and trackside installation
being reduce to a minimum avoiding disruption to the users of the
systems while minimizing time and cost. To avoid Cyber hacks of the
Tags or communications paths encryption is applied to all
transmissions and stored Tag data.
[0074] According to an embodiment, introduction of service of the
Acorn System will occur seamless as the changeover can be
practically overnight.
[0075] Comparing the industry standard CBTC solutions, the present
invention is the only system to utilize RFIDs with the read and
write functions for capturing information from the train ahead. No
other CBTC system has the "bread crumb" trail, which is a
standalone system that the Acorn can use to operate the trains when
all other systems for wireless communications fail. The read/write
tags create a virtual block signaling system with the blocks equal
to the tag spacing.
[0076] Further, embodiments of the present invention include a
train control system including at train set comprising at least one
leading car and at least one trailing car, at least a first set of
two trackside points located along a path of the train set to which
at least one RFID Type 1 tag (Acorn tag) can be connected and
configured to store characteristics of the train set as it passes
the first set at least two track side points. It is another object
of the embodiment of the present invention to have at least a
second set of two trackside points located along at a track switch
and at least one RFID Type 2 tag (Acorn tag 2) located at each of
the at least two trackside points configured to store
characteristics of the train set as it passes the second set of the
at least two track points and at least one RFID tag reader located
on the at least one leading car and at least one trailing car
connected to a network.
[0077] It is yet another object of the embodiment of the present
invention to have a method of controlling a train system comprising
by having a first train car of a first train set communicate to a
first car of second train set via centralized data network radio
controlled communication (RCCs), the communication containing a
track database, a schedule database, and a route database. The
having the first train car of the first train set communicating to
the first car of the second train set via a back-up communication
system, the backup communication system (referred to as mode 1
above) including at least a first set of two trackside points
located along a path of the first train set; at least one RFID Type
1 tag located at each of the at least two trackside points
configured to store characteristics of the first train set as it
passes the first set at least two track side points and at least a
second set of two trackside points located along at a track switch
at least one RFID Type 2 tag located at each of the at least two
trackside points configured to store characteristics of the train
set as it passes the second set of the at least two track points;
and at least one RFID tag reader located on the first train set and
at least one RFID tag reader located on the second train set.
[0078] Although this invention has been described with a certain
degree of particularity, it is to be understood that the present
disclosure has been made only by way of illustration and that
numerous changes in the details of construction and arrangement of
parts may be resorted to without departing from the spirit and the
scope of the invention.
* * * * *